I.
BRIEF OVERVIEW
Mambaling, located in the southern part of Cebu City at approximately 10.2922°N
latitude and 123.8763°E longitude, sits 8.3 meters (27.2 feet) above sea level.
Historically, it was a coastal settlement where fishing and small-scale trading
thrived. Over time, it evolved into a key center of interaction, becoming a
well-known meeting point for commerce and travel. This role as a transit hub led
to its name, "Mambaling," derived from the Cebuano term baling, meaning "to
turn" or "spin," reflecting its significance as a key intersection for travelers and
traders moving between Cebu’s inner areas and the coastline. Today, Mambaling
remains a dynamic urban hub with bustling streets and markets, yet it is largely a
working-class community where most residents earn a living through small
businesses, manual labor, and informal sector work. Despite its modest economic
standing, Mambaling continues to be an essential part of Cebu City's urban
landscape.
1.1 LOCATION
Mambaling is situated in the southern part of Cebu City, Philippines, at
approximately 10.2922°N latitude and 123.8763°E longitude, with an
elevation of 8.3 meters (27.2 feet) above sea level. It serves as a crucial
transit point, connecting the city’s inner districts to coastal and commercial
areas.
1.2 HISTORY
Historically, Mambaling was a coastal settlement where fishing and
small-scale trading were the primary sources of livelihood. Due to its
strategic location, it became a vital intersection for travelers and merchants
moving between Cebu’s inland regions and the coastline. The name
"Mambaling" is believed to have originated from the Cebuano term baling,
meaning “to turn” or “spin”, reflecting its role as a turning point in trade and
travel routes.
1.3 CULTURE AND COMMUNITY
Mambaling is known for its strong sense of community and rich cultural
heritage. The area thrives on local traditions, religious festivities, and a
shared identity built on decades of commerce and social interaction.
Despite its urbanization, many neighborhood customs and traditional
practices remain intact, especially in local markets and family-run
businesses.
1.4 ECONOMIC PROFILE
Mambaling is predominantly a working-class community, where most
residents earn a living through:
● Small-scale businesses (street vendors, sari-sari stores, market
stalls)
● Manual labor (construction, transportation services, factory work)
● Informal sector employment (freelance work, domestic services, and
odd jobs)
While not a wealthy district, its bustling markets and commercial activity
contribute significantly to the local economy. Recent infrastructure projects
and road improvements have also boosted business opportunities in the
area.
1.5 URBAN DEVELOPMENT & CHALLENGES
Mambaling has seen gradual urbanization, but it also faces challenges
such as:
● Traffic congestion due to its role as a transport hub
● Limited infrastructure in certain residential areas
● Flood risks due to its low elevation and proximity to waterways
● Economic struggles of informal workers and small-scale
entrepreneurs
References:
Mambaling, Cebu City Profile – PhilAtlas. (1990, May 1).
https://www.philatlas.com/visayas/r07/cebu-city/mambaling.html
True Story of Mambaling Cebu City Philippines: To all the people in. . . (n.d.).
https://www.facebook.com/100011551863751/videos/true-story-of-mam
baling-cebu-city-philippines-to-all-the-people-in-mambaling-tot/1125935
575851130/
II. DOCUMENTATION & ANALYSIS
○ Visit the Barangay (if possible)
■ Walk around, take photos, make sketches, and note
observations.
○ Create a Base Map
■ Start with an existing map and modify it using map symbols.
■ Show boundaries, streets, landmarks, and natural features.
III. INTERPRETATIVE ANALYSIS
3.1 STREETS & CIRCULATION
An efficient road network is fundamental to urban mobility and accessibility. This
analysis examines the configuration of road networks, traffic flow, and overall
accessibility. By identifying key routes and isolated areas, urban planners can
determine which streets facilitate movement most efficiently and which require
intervention to enhance connectivity. Such insights help guide infrastructure
development and improve urban mobility.
3.1.1 CHOICE MAP
This map highlights key streets that function as major routes for movement
and interaction. The visualization emphasizes the most accessible and
frequently utilized roads, aiding in the identification of primary circulation paths
within Mambaling.
3.1.2 CONNECTIVITY
This map illustrates the degree to which streets are interconnected within the
urban fabric. Areas with higher connectivity are emphasized, allowing for the
identification of well-integrated zones as well as those requiring improved
access.
3.1.3 LINE LENGTH
Depicting the physical length of streets, this map provides insights into the
scale of the road network and its impact on urban mobility. Longer streets
appear prominently, offering a clear understanding of thoroughfare
distribution.
3.1.4 NODE COUNT
This map quantifies the number of intersections within the street network,
visually representing areas with high or low concentrations of connections. It
is particularly useful for analyzing the density and efficiency of road layouts..
3.2 BUILDINGS & BLOCKS
Assessing building density, layout, and spatial integration is crucial in understanding
how structures influence movement and interaction. This study evaluates how well
buildings are connected within their surroundings and supports zoning regulations,
infrastructure planning, and the optimization of land use for various urban functions.
3.2.1 INTEGRATION MAP
A heatmap-style visualization with warm-colored streets standing out as highly
integrated routes, while cooler shades indicate isolated zones. This helps
pinpoint areas with strong urban connectivity.
● Hillier-Hanson Integration – This metric, developed from Space
Syntax theory, measures how easily a space can be reached from all
other spaces within a network. Higher integration values indicate areas
that are more central and accessible, while lower values suggest
isolated or less connected spaces. It helps in understanding pedestrian
movement patterns and urban connectivity.
● Topological Equivalent Kernel Length Integration – A variation of
spatial integration analysis that considers the depth and connectivity of
spaces based on a weighted kernel approach. It provides a refined
understanding of how certain areas function within the larger network
by incorporating both spatial depth and distance measures.
3.2.2 INTENSITY MAP
Highlighted zones of activity intensity, where orange and red tones mark
commercial or high-traffic hubs. The image helps in assessing spaces with
concentrated movement.
3.2.3 MEAN DEPTH MAP
A contrasting map where deeper, less accessible areas appear in darker shades,
while well-connected zones stand out in lighter colors. This reflects ease of
accessibility in urban spaces.
3.3 LAND USE & OPEN SPACES
3.3.1 ENTROPY MAP
A complex pattern of diverse colors representing land use variation, showing
areas with mixed activity versus stable, single-use zones. This helps in
identifying dynamic urban spaces.
3.3.2 RELATIVIZED ENTROPY MAP
A comparative heatmap where bright zones indicate a balanced mix of land
uses, and darker areas reflect uniformity. Useful for planning diverse,
well-functioning developments.
3.4 SPATIAL ACCESSIBILITY
Spatial accessibility measures how easily people and goods can move within
Barangay Mambaling. It evaluates the efficiency of the road network, pedestrian
pathways, and connectivity between key areas. Well-integrated spaces promote
seamless movement, while isolated or poorly connected areas hinder mobility and
economic activity.
3.4.1 HARMONIC MEAN DEPTH MAP
A refined, gradient-style visualization of urban depth, showing how efficiently
movement is distributed across the street network. It helps assess spatial
accessibility.
3.4.2 REFERENCE NUMBER MAP
An analytical display with numerical values mapped onto the urban layout,
providing precise spatial data for in-depth study. This supports accurate urban
planning and design decisions.
3.5 IDENTIFYING STRENGTHS & PROBLEMS
3.5.1 STRENGTHS (WHAT WORKS WELL?)
● STRATEGIC LOCATION & ACCESSIBILITY
The barangay’s proximity to major roads and transport hubs enables efficient
movement of people and goods. This accessibility supports local businesses,
enhances connectivity to nearby districts, and attracts investment
opportunities, contributing to the area's economic growth.
● MIXED-USE DEVELOPMENT
The integration of residential, commercial, and institutional spaces within the
barangay promotes a vibrant and self-sustaining urban environment. This
layout reduces the need for long commutes, encourages pedestrian activity,
and fosters a sense of community by bringing essential services and
amenities closer to residents.
● STRONG URBAN NODES
Key areas within the barangay serve as focal points for economic, social, and
cultural activities. These urban nodes, such as marketplaces, transport
terminals, and civic centers, create high-density zones where businesses
thrive, services are centralized, and community interactions are strengthened.
● ESTABLISHED PUBLIC TRANSPORT NETWORK
The barangay benefits from a well-established public transport system that
includes jeepneys, buses, and motorcycle taxis. This network provides
affordable and convenient mobility for residents and visitors, ensuring easy
access to employment centers, educational institutions, and commercial
establishments within and beyond the barangay.
3.5.2 PROBLEMS & AREAS FOR IMPROVEMENT (WHAT NEEDS TO BE
ADDRESSED?)
● TRAFFIC CONGESTION & ROAD HIERARCHY ISSUES
The barangay experiences frequent traffic bottlenecks due to a high volume of
vehicles, inefficient road hierarchy, and inadequate traffic management
measures. Poorly planned intersections, narrow roads, and the absence of
designated loading and unloading areas contribute to congestion, causing
delays and reducing overall mobility.
● LIMITED OPEN SPACES
There is a lack of accessible green spaces, parks, and plazas that could
provide recreational areas for residents. The limited availability of open
spaces affects the community’s overall quality of life by restricting
opportunities for outdoor activities, social gatherings, and environmental
sustainability efforts, such as urban greening.
● WEAK PEDESTRIAN & BICYCLE INFRASTRUCTURE
Sidewalks in the barangay are often narrow, obstructed by vendors, or in poor
condition, making pedestrian movement difficult and unsafe. The absence of
dedicated bicycle lanes discourages sustainable transportation options,
limiting mobility choices and increasing reliance on motorized vehicles. These
factors negatively impact walkability and overall urban livability.
● OVERCROWDING & INFORMAL SETTLEMENTS
The high population density has led to the proliferation of informal settlements
that strain infrastructure, public utilities, and sanitation services. Overcrowding
increases vulnerability to health hazards, fire risks, and safety concerns,
necessitating strategic urban planning interventions to improve living
conditions and promote sustainable development.
● ZONING & LAND USE CONFLICTS
The barangay faces challenges in balancing residential, commercial, and
industrial land use. In some areas, incompatible land uses, such as factories
located near residential zones, create environmental and health concerns.
The lack of clear zoning regulations and enforcement contributes to urban
inefficiencies, requiring comprehensive planning strategies to optimize land
use and ensure sustainable growth.
3.6 URBAN STRUCTURE ANALYSIS OF BARANGAY MAMBALING
Barangay Mambaling features a dense urban layout with mixed residential,
commercial, and industrial zones. Its irregular block pattern and narrow streets
contribute to congestion and accessibility issues. While major roads support
economic activity, poor pedestrian infrastructure and a lack of open spaces hinder
livability. Public transport is widely used but adds to traffic problems. Strategic
planning and infrastructure improvements are needed to enhance mobility, land use
efficiency, and overall urban quality.
3.6.1 BUILDINGS
Barangay Mambaling comprises a mix of residential, commercial, and
industrial buildings. The residential structures are predominantly low-rise, with
most houses ranging from one to three stories. Mid-rise apartments and
commercial buildings are concentrated along major roads, while industrial
warehouses occupy specific areas. The density of buildings is high,
particularly in informal settlements and commercial districts, contributing to
congestion and limited open spaces.
(Need mapping of mambaling) (attach here)
3.6.2 BLOCKS
The barangay has an irregular block pattern due to organic urban growth and
informal settlements. Planned developments exhibit a more grid-like layout,
whereas informal areas have fragmented, clustered structures. Blocks near
arterial roads are larger, while interior sections contain smaller, densely
packed blocks with narrow alleys. Spacing between buildings is often minimal,
reducing ventilation and accessibility.
(Need mapping of mambaling) (attach here)
3.6.3 STREETS
The barangay's road network consists of major thoroughfares and smaller
inner roads. N. Bacalso Avenue and F. Vestil Street serve as primary routes,
accommodating high traffic volumes. Inner roads are often narrow, leading to
congestion and restricted vehicle access. The height of adjacent buildings
varies, with mid-rise structures along commercial corridors and tightly packed
residential units in inner streets, often limiting natural light and airflow.
Traffic flow is heavily congested, particularly along intersections and
commercial hubs, where street vendors and parked vehicles further restrict
movement. Sidewalks exist along major roads but are frequently obstructed.
The absence of designated bike lanes poses safety concerns for cyclists.
(Need mapping of mambaling) (attach here)
3.6.4 OPEN SPACES
Public open spaces in Barangay Mambaling are scarce. Parks and plazas are
limited, with only a few designated recreational areas. Several vacant lots
exist but are often underutilized or occupied by informal settlers. These areas
present an opportunity for redevelopment and community-enhancing projects.
(Need mapping of mambaling) (attach here)
3.6.5 LAND USE
The barangay exhibits diverse land use patterns, with a predominance of
residential areas interspersed with commercial and industrial establishments.
Commercial activity is concentrated along major roads, where retail stores,
restaurants, and markets thrive. Mixed-use developments are common, with
commercial spaces on the ground floor and residential units above. Industrial
zones are present but not strictly separated, sometimes coexisting with
residential and commercial areas.
Land Use Plan of Barangay Mambaling
3.6.6 CIRCULATION
Barangay Mambaling has a well-established public transportation network,
primarily consisting of jeepneys, buses, and motorcycles. However, the high
volume of public transport vehicles contributes to congestion. Pedestrian
movement is hindered by poorly maintained sidewalks and frequent
encroachments. Cycling infrastructure is lacking, making it unsafe for
non-motorized transport.
nated recreational areas. Several vacant lots exist but are often underutilized
or occupied by informal settlers. These areas present an opportunity for
redevelopment and community-enhancing projects.
3.7 Conclusion & Recommendations
Barangay Mambaling exhibits strong economic activity and accessibility but faces
significant challenges in congestion, pedestrian mobility, and open space availability.
Addressing these issues requires:
● Expanding green spaces and parks to enhance livability.
● Implementing traffic management strategies to reduce congestion.
● Improving pedestrian infrastructure and introducing bike lanes for sustainable
mobility.
● Strengthening zoning regulations to optimize land use distribution.
ACCESSIBILITY
SEGMENTATION
A.1 Functional segmentation
Existing functional segmentation
Yellow- schools
Red - commercial
Blue - residential
Purple - government and public structure.
Orange - Mix-use
The above photo is the existing land use map of Barangay Mambaling. The photo shows
unorganized functional segmentation. Commercial and mixed used buildings are sprouting
randomly but there is a notable trend that can be seen is that both commercial and mix-used
structures are directly connected to most Road Right of way both minor and major roads.
Intended land use map
The intended land use shows a proper segmentation of the spaces where blue area for
institution, yellow for residential, and red for commercial. Comparing the existing and
intended use, the existing use exhibits more residential with a minimal institution and
commercial. The existing schools are properly placed but except for one which is located at
the residential zones. In conclusion the existing land use does not fit with its intended use
that was designated by the government.
A.2 Social segmentation
The Existing land use does not have any social segmentation because the majority of the
people have the same culture and tradition.
A.3 Physical Segmentation
The existing Physical segmentation shows that Lot 1 is more residential with minimal
mix-use and commercial structure. Lot 2 is more commercial in character because of
Gaisano Jai-alai. Lot 3 has the same character as lot 1 but the difference is that lot 3 has an
existing church and Mitsubishi motors. Lot 4 has the same characteristics as lot 1 and 3 but
the main difference is that lot 4 has sports facilities and schools. Lastly, Lot 5 is more
educational because of its existing school.
A.4 Environmental Segmentation
Has no existing environmental Segmentation
A.5 Economic Segmentation
Existing Commercial structures
Existing Mix-use structure
Most economic activities of Barangay mambaling are located along the roads both minor
roads and major roads. Along the major roads most structures are commercial, these are
small to large scale businesses while most mix-use structures are located along most minor
roads, these businesses are mostly retail stores and water refilling stations.
DEPTH
A.1 From intersection to Gaisano Jai-Alai
Moving to point D
A.2 From intersection to UC-METC
Moving to point E
A.3 From intersection to Alaska Elementary School
Moving to point F
